Fluid-pressure brake.



WM0DMM WLV. TURNER.

FLUID PRESSURE BRAKE.

APPLIOATION FILED JULY 20, 1906.

91 7', 1 94;, Patented Apr. 6, 1909.

2 SHEETS-SHEET 1.

Zgl.

. 4o ITNESSES 4a INVENTOR W. V. TURNER. FLUID PRESSURE BRAKE. APPLICATION FILED JULY 20, 1906.

Patented Apr. 6, 1909.

2 SHBETSSHEET 2.

\X'AL'TER V. 'lfU-RNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANlA, A UCvR-PORATION SYLVA N IA.

PATENT ll ld h llljlrt,

OF PENN- FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

Patented April 6, 1909.

Application filed, July 20, 1906. Serial No. 827,054.

lb all -.'1)/lom it may cont-m n:

Be it known that l, WiiL'rnn V 'luim en, a i citizen oi. the United States, residing at ltdgcwood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Fluid-Pressure Brakes, of which the following is a specification.

T his invention relates to automatic fluid pressure brakes for railway cars; and comprises new and improved means for supplyin iluid under pressure from an additiona source, for the purpose of reinforcing the pressure admit-ted to the brake cylinder in making a high pressure application of the brakes and it further com prises the combination with such means of a quick action or emergency device for ellecting a quick and powerful application. of the brakes.

My invention provides, in combination with a train pipe, auxiliary reservoir, and a triple valve device, a supplemental reservoir, or other additional source of fluid pressure, from which fluid may be discharged in applying the brakes, a separate or supplemental valve for controlling the ll ow of fluid from the supplemental reservoir, or other additional source, and a piston. for actuating the separate valve, which is normally exposed to atmospheric pressure on its opposite sides and which is moved by pressure fromthe auxiliary reservoir to open theseparate or supplemental valve. in, accordance with my invention, the piston of the separate or supplemental valve device may be employed to actuate a quick action or en'iergency valve device, or the separate piston and valve device may be employed with or without an independent quick action or emergency valve device.

In the accompanying drawings, which illustrate my invention, Figure 1 is a central section through a quick action triple valve device ei nbodying my invention; Fig. 2 a plan view of the seat of the main valve of the triple valve device shown in Fig. 1 Fig. 3 a face view of the main slide valve Fig. 4 a section through a triple valve device and amodification of my improvement; Fig. 5 a vertical section through a quick action triple valve device showing another modification of my invention Fig. 6 a similar view showing the parts in emer 'ency position; Fig. 7 a plan view of the Slh e valve seat ,and Fig. 8 a face view of the main slide valve of,the latter modification.

in Fig. 1 ol' the drawings, my improvement is shown in combination with a quick action triple valve device for releasing fluid under pressure from the train pipe to the brake cylinder in emergency applicutiol'is of the brake. The triple valve casing, 1, has the usual connections to the train pipe, auxiliary reservoir, and brake cylinder, the nozzle 2 being connected with the train pipe the valve chamber, 3, opening to the auxiliary reservoir; and the passage 4 opening to the brake cylinder, whcnthe triple valve device is in place in the automatic brake apparatus. The parts are all shownin release osition. The pipe 8 leads from the supp ementul reservoir, or other additional source of fluid pressure, and connects with a passage, 9, formed in the casing around the valve chamber 3; and port 10, formed in the seat of the main slide valve, registers with a port 11 in the main slide valve 6, and through these ports the passage 9 and the supplemental reservoir are connected with the chamber 3 and with the-auxiliary reservoir when the parts are in release position and the port, 11 uncovered by the graduating valve 7, as shown in the 'drawing. The triple valve device is charged with fluid under pressure in the usual way, through the nozzle 2, passage 13, piston chamber 1.2, feed groove 14, and valve chamber 3; and the supplemental reservoir may be charged with fluid, from chamber 3 and the auxiliary reservoir, through ports 11, 1O, passage 9, and pipe 8.

In applying the brakes, in service and emergency applications, the ports 10 and 11 are closed by movement of the main and graduating valves to the right. in service applications, when the iston 5 is moved to the right so that the .iort stem 16 makes contact with the usual springpressed stem 15; the graduating and main valves are the brake cylinder to the atmosphere and to open communication, through port 17, from t ie chamber 3 to the brake cylinder passage 4. When the triple valve piston is moved to the limit of its stroke to the right, so as to makecontact with the gasket. 18, the port 19 in the main valve registers with. the port 20 openin to the brakecylinder passage 4; the main slide valve, which has a part 37 cut away onone side, uncovers the port 21, and

fluid from chamber 3 and the auxiliary reservoir is charged into the chamber 22, above the supplemental piston 23. The supplemental piston 23 is normally exposed on its opposite sides to atmospheric pressure, that is, when the parts are in release position; the s ace below the iston being in communicatron with the bra e cylinder and the exhaust port, 25, through the ports and passages 4, 20, 33, 35 and 34, and the small passage 24 through the piston 23 permits the ressures on its opposite sides to equalize. I hen the fluid from the auxiliary reservoir is admitted through the port 2] to theupper side of the piston 23, the piston is moved downward, and with it the valve 26, which is connected 15 with the piston, and which. normally closes a port 27 for connecting the passage 9 with the chamber 22. When 'the valve 25 is opened, fluid under pressure flows from the supplemental reservoir, through pipe 8, passage 9, and port 27, into cham er 22, and thence through passage 21. into triple valve chamber 3 and auxiliary reservoir; and the sup lemental reservoir pressure equalizing wit 1 the auxiliary reservoir and brake cylinder pressures produces a high pressure a plication of the brakes. Vhen the trip e valve piston 5 is moved to the left to release the brakes, the parts will again occupy the ositions shown in Fig. 1; communication between the supplemental reservoir and. the auxiliary reservoir through the passage 21 will be closed by the main slide valve 6 and the valve 26, and opened throu h the ports 11, 10, passage 9, and pipe 8, an(. the supplemental reservoir will be recharged through these connections.

The valve 26 which controls the discharge of fluid from the supplemental reservoir, through chamber 22 and passage 21, to the auxiliary reservoir, is loosely connected with the piston 23, to permit the valve to seat properly, and the valve is held to its seat by the spring 28 which bears at one end against the piston 23. The piston 23 bears on the upper end of the stem 29 of a valve 30 which is normally held to its seat by the pressure of fluid in the chamber 31 and by the pressure of a s ring 36 which is located between it and the c eck valve 32, as in the well known Westinghouse quick action triple valve for releasing fluid from the train pipe to the brake cylinder. When the piston 23 is moved downward, by the admission ofauxiliary reservoir pressure to the chamber 22, throng the assage 21, in quick action or emergency a piication of the brake, the valve 30 and t e valve 26 are both unseated; the fluid in the chamber 31 is released to the brake cylindex; the train pipe pressure opens the check valve and fluid under pressure is discharged :from the train pipe to-the brake cylinder. When the .train pipepressure is nearly equalized with the brake cylinder pressure, the check valve 32 closes, but the as valves 26 and 30 remain open until the equalized pressure above and below the pistion 23 permit theclosure of these valves by the springs 36 and 28 acting on them.

modification of my invention in connection with a plain triple valve device having no train pipe release valve, but this construction may be employed either with or without means for releasing fluid from the train pipe in quick action or emergency applications of the brakes. The triple valve device is connected as usual with the train pi e through a branch pipe 2 with the bra e cylinder through a passage 4; and the valve chamber 3 is in open communication with the auxiliary reservoir as above described. According to this modification a separate piston 44 in chamber 45 and having a stem 46 actuates the separate valve 40 for con trolling the supply of fluid from the supplemental reservoir or other additional source through pipe 8 and passages 9, 42, 47 and 20 *to outlet 4 and the brake cylinder. The piston 44 is usually subject to atmospheric pressure through ports 48, 48, 34 and 25 on one side, and through ports 47, 20, 33, 35 and 34 on the other side when the triple valve is in release position as shown in the drawing. The graduating valve 7 has a port 39 normall communicating with port 11 and the additional source of fluid pressure, and the main valve 6 is provided with an additional port 43, otherwise the construction of the triple valve device is similar to that shown in Fig. 1, except that the quick-action parts are dispensed with and an additional port 38 is shown for supplying fluid from the auxiliary reservoir to the brake cylinder in emergency ap lication. In makingaservice application of t e brake, the tri le valve piston 5 moves to the left until t e short stem 16 makes contact with the stem 15; the graduating valve 7 moves on the main slide valve 6 so as to disconnect the orts 33 and 34 and to close the ort 11 in t e main slide valveand' bring t e port 39 in register with the ort 17. The main slide valve is moved to t e left so as to close the upper end of the passage 48 and to cut off the exhaust assage 25 and to open the ort 17 to the rake cylinder passage 20. luid will then flow from the chamber 3 and the auxiliary reservoir through ports 39 and through passage 20 to the brake cylinder. The brakes are released by increasing the train pipe pressure sufficiently to return the triple valve piston and the graduating and main valves to the positions shown in the drawing. In making such an application of the brakes, the piston 44 of the separate valve device will be exposed to brake c linder pressure as the right hand end 0 the chamber 45 communicates with the brake cylinder through the passage 4?;- but the In Fig. 4 of the drawings, I have shown a I and 17 in the graduating and main valves,

piston 44 will remain in the position shown in the drawing. In making a high pressure or emergency application of the brakes, the 4 train pipe pressure is reduced sufliciently to permit the auxiliary reservoir pressure to move the piston 5 to the limit of its stroke to the left so that it will bear on the gasket plemental reservoir is charged will cy n r wa he his closed; the passage 38 will be uncovered, and fluid from the auxiliary reservoir will flow through passages 38 and 4 to the brake cylinder; and at the same time the passage 43 in the main valve will be in position to register with the passage 48 leading to the left hand and of the piston chamber 45. ..iuid from the auxiliary reservoir will then ,move the piston 44 to the right; the valve will be unseated and fluid under pressure from the supplemental reservoir will flow through. pipe 8,- passages 9, 42,; 47, and 4 to the, brake 1)7i'i1flle1'1a1Mh the equalized pressure inrthewo1,-reservoirs and the brake ,t-hanthe equalized pressure iii the ai'txiliai. reservoir and brake cylinder obtained in ,dther applications of the brake. When the pressures on opposite sides of the-piston 44 have equalized the valve 40 will be closed by the pressure of the spring 41; and when the parts are returned to release position, the supplemental reservoir will be recharged through the passages 39,. 11, 10, 9* and pipe 8; and the brake cylinder pressure will be released to the atmosphere through ports 20, 33, 35, 34 and 25.

'According to the modification shown in i Figs. 5 and 6 of the-drawing, the form of my improvement embodying the separate iston an valve is applied to a triple valve evice of the quick action t pe, that is, having an emergency piston an valve for locally venting or releasing fluid from the train pipe for quickening the action of the valves in emergency applications of the brakes. As shown in the drawing the port 42 which is controlled by the separate valve 40, communicates with the chamber 22 above the emergency piston 23 and this chamberalso communicates by port With the chamber 45 ,on one side of piston 44 while the space on the opposite side The graduating valve and the mainof'. piston 44 is in open communication with the brake cylinder through ports 51 and 20. The operation of this form of'my improvement in service aplication of the brake is the sameas that Fig. 1 of the drawing, therebeing no movegrent of the emergenc valve nor of the separate valve device- W on a sudden reduction in train pipe pressure is made for an emerescribed with reference to cure by Letters Patent,

gency or high pressure-application of the brakes the triple valve piston 5 makes its complete traverse to the position shown in Fig. 6, thereby moving the slide valve to register port 19 and 37 with ports 20 and 2:1 respectively in the valve seat and causing the action of the piston 23 and emergency valve 30 as before described for releasing fluid from the train pipe to the brake cylinder. At the same time fluid under pressure from the auxiliary reservior will flow from port 21 and chamber 22 through ports 49 and 50 to chamber 45 on one side of piston 44,

movin the same to open valve 40 and supply fluid from the supplemental reservoir or other additional source through orts 42 and 49 to the chamber 22 and throug port 21 to the auxiliary reservoir, there reinforcing and augmenting the e ualized pressure admitted to the brake cylin er. As soon as the brake cylinder pressure has equalized with that of the auxiliary reservoir and supplemental supply the piston 44 will be balanced as to fluid pressure and the s ring 41 will expand to move the piston an close the valve 40. The port 33 in the main slide valve may be provided with an extension 33, so that when the triple valve device is returned to release positionthe chamber 45 on the left of piston 44, and also the chamber 22 will be open to the atmosphere through ports 21, 33, 33, 35, 34 and 25, thereby providing a free escape of any fluid which may be admitted to chamber 22 by leakage or otherwise with the valve in this osition;

It wi 1 now be apparent that the piston for operating the separate valve is normally subiect to atmospheric pressure and is actuated by the supply of fluid under pressure to one side thereof to open communication from the additional fluid pressure supply either directly to the brake c linder, as shown in Fig. 4 in connection with a plain type of triple valve, or indirectly throu h the auxiliary reservoir, as shown in the ot 161 modifications in connection with quick action triple valves. In this way the flow from the additional source of fluid pressure to the brake cylinder is sufficiently restricted as not to interferewith the ventin r of fluid from the train pipe to the brake cy inder which is necessary to produce quick action of the valves in emergency applications.

I claim as my invention and desire to sc 1. In an automatic fluid pressure brake the combination with a train pipe, auxiliary reservoir, an emergency valve for venting fluid from-the train pipe, triple valvepand;

-su1 'e, 'a piston subject to atmostriple valve for supplyingfluid from the auxpheric pressure for actuating said valve, and means for su lying fluid under pressure from the aura iary reservoir to one side of said piston for effecting the opening of the separate valve.

-2. In an automatic fluid pressure brake the combination with a train pipe, auxiliary reservoir, tri le valve and brake cylinder, of an additional source of fluid pressure, a separate valve for controlling the su ply of fluid from said additional source to t e auxiliary reservoir to augment the brake cylinder pressure in applying the brakes, a piston normally exposed on opposite sides to atmospheric pressure for actuating said valve, and means governed by the movement of the iliary reservoir toone' side of said piston to efl'ect the opening of the separate valve.

3. In an automatic fluid pressure brake apparatus, the combination, with an auxiliary reservoir and a triple valve device, of a supplemental reservoir having means for charging same from the auxiliary reservoir, a separate valve controlling the flow of fluid from the supplemental reservoir in applying tliebrakes, and a piston, which is normally. exposed on its opposite sides to atmospheric pressure, and which is actuated by auxiliary.

reservoir pressureto eflect opening movement of the separate valve.

4. In an automatic fluid pressure brake apparatus, the combination, with .an auxillary reservoir, a brake cylinder and a triple as valve device, of an additional source I or supplying fluid under pressure to the auxiliary reservoir in applying the brakes, a assagc' through which uid is supplied from t 1e supplemental reservoir to the auxiliary reservoir and which is controlled by the triple valve,

and a separate valve controlling c'ox'nmunica:

' tion between the additional source of, fluid.

pressure and the passage. 4

5. In an automatic fluid pressure brake apparatus, the combination, with an auxiliary reservoir, a brake cylinder, and a triple valve device, of a supplemental reservoir, passages controlled by the triple valve for I supplying fluid to and discharging it from the supplemental reservoinand a separate valve controlling communication between the supplemental reservoir and the passage through which the fluid fi'o m the supplemental rescrvoir is discharged.

6. In an automatic fluid pressure brake apparatus, the combination, with an auxlllfl-IY'IGSGI'VOiI, a brake cylinder, and a triple valve device, of a sup )lemental reservoir, a passage through whlc 'fluid is discharged mm the supplemental reservoir to the auxiliary reservoir in applying the brakes, a

separate valve for controlling the discharge of fluid from. the supplemental reservoir and a piston for operating the separate valve," and which is actuated by fluid under pressure ad- 1 mitted thereto by the triple valve device.

7. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, brake cylinder and a quick action triple valve device having means for venting fluid from the train pipe to the brake cylinder in emergency applications, of an additional source of fluid pressure, a separate valve for controlling the supply of fluid from the addi tional source to augment the brake cylinder pressure in. emergency applications, and means for retarding the flow from such additional source so as not to interfere with quickaction.

8. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, brake cylinder, and a quick action triple valve device having means for renting fluid from the train pipeto the brake cylinder in emergency applications, of an additlonal source of fluid pressure, and a separate valve for controlling the supply of fluid from the additional source to the auxiliary reservoir in emergency applications.

,9. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, brake cylinder, and a quick action triple valve device having means for venting fluid from the train pipe to the brake cylinder in emergency applications, of an additional source of fluid pressure, a separate valve for controlling the supply of fluid from the additional source to augment the brake cylinder ressure in emergency applications, a piston or actuating said separate valve, and means for supplying fluid to one side of said piston, and for retarding the flow from said addi tionalsource to the brake cylinder in c1nergency applications.

10. In a fluid pressure brake the combination with a train pipe, auxiliary reservoir,

, brake cylinder, and a quick action triple valve device having an emergency valve for venting fluid from the train pipe to the brake cylinder in emergency applications, of an additional source of fluid pressure, a separate valve {or controlling the supply of fluid from said additional source to augment the brake cylinder pressure in emergency applications, pressure actuatcd mechanism for opening said emergency and separate valves, and means governed by the movement of the triple valve for supplying fluid to said pressure actuated mechanism.

11. In a fluid pressure brake the combi nation with a train pipe, auxiliary reservoir, brake cylinder, and a quick action triple valve device having an emergency valve for venting fluid from the train pipe to the brake cylinder" in emergency applications of an additional source of fluid pressure, a se arate valve for controlling the supply of flui from said additional source to the auxiliary reservoir, pressure actuated mechanism for open- 1 ing said separate and emergeneyvalves, and means governed by triple valve for supplying fluid to said pressure actuated mechanism 12. In a fluid pressure tion with a train pipe, brake cylinder and a quick action triple valve device having an emergency valve for venting fluid from the train pipe to the brake cylinder in emergency applications, of an additional source of fluid pressure, a separate valve or controlling the supply of fluid from said additional source to the. auxiliary reservoir and a piston operated by fluid pressure for opening both said separate and emergency varvesin emergency applications.

13. In an automatic fluid pressure brake apparatus, the combination, with an auxiliary reservoir, a brake cylinder, and a triple valve device, of a supplemental reservoir for supplying fluid under pressure to the auXiliary reservoir in applying the brakes, a separate valve for controlling the discharge of auxiliary reservoir,

1 valve device, the movement of the brake the combinaa brake cylinder, and atriple of a supplemental reservoir, a passage controlled by the triple valve for supplying fluid under pressure to the sup pleri ental reservoir, a passage controlled by the triple valve device for releasing fluid iary reservoir,

from the supplemental reservoir, a separate valve controllin communication between the supplement: reservoir and the passage through which fluid is discharged from the supplei-ncntal reservoir, a piston for actuating the separate valve, and a quick action or emergency valve actuated by the piston.

15. in a fluid pressure brake the combinatlon with a train pipe, auxiliary reservoir,

triple valve, and bra e cylinder, of an additional source of fluid pressure, a valve for fluid from the supplemental reservoir, a,

piston for actuating the valve, pipe discharge valve and a train actuated by the piston.

14. In an automatic fluid pressure brake apparatus, the combination, with an auxilcontrolling the supply of fluid from said additional source to the auxiliary reservoir to augment the brake cylinder pressure, a piston i'or actuating said valve, and means operated by the movement of the triple valve for supplying fluid under pressure to one side of said actuating piston.

In testimony whereof I have hereunto set my hand.

\VALTER Y. TURNER. Witnesses:

E. A. WRIGHT, F. H. PARKE. 

